Carbureter for internal-combustion engines.



PATENTED JUNE 14, 1904.

J. GROVE. v CARBURETER FOR INTERNAL COMBUSTION ENGINES.

N0 MODEL.

APPLICATION FILED OCT. 31. 1903.

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PATEN'TED JUNE 14, 1904,

J. GROVE. GARBURETER FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED OUT. 31. 1903.

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. UNITED STATES Patented June 14, 1904,

PATENT OFFICE.

CARBURETER FOR INTERNAL-COMBUSTION ENGINES.

SPECIFICATION forming part of Letters Patent No. 762,707, dated June 14, 1904.

I Application filed October 31, 1903. Serial No. 179,303. (No model.

To all whom it may concern.-

Be it known that I, J OSEPH Gnovn, a subject of the King of Great Britain, residing at 117 Gladstone road, Sparkbrook, in the city of Birmingham, England, have invented certain new and useful Improvements in Oarbureters for Internal-Combustion Engines, of which the following is a specification.

My invention relates to improvements in carbureters for internal-combustion engines; and its primary object is to provide an improved arrangement of mechanism by which a more perfect'control of the engine under varying speeds maybe maintained, also by which the supply of the oil or spirit, and particularly so with regard to heavy oils, may be controlled, also by which the internal parts of the mixing-chamber and the cylinder may be more preferably kept clear from an accumulation of clogging refuse or the like. It is well known that in engines of this class, and particularly when used for motor-cars or other similar road use, a great variation of speed is frequently adopted and, indeed, necessary, under which circumstances an erratic or'excessive flow of oil is apt to find its way into the vaporizing-chamber compared with the quantity of air admitted for its mixture. This causes a dirty and clogging accumulation which frequently clogs around and impedes the action of the sparking plugs or other moving parts. Also it is found that according to the varying specific gravities of the oil used so the quantity of air for its mixture may be correspondingly varied; and one of the objects of this my invention is to facili:

tate such variation in the supply of air. Also I provide by this my invention that a number of working cylinders may be supplied from the same carbureter; I attain these objects by the mechanism illustrated in the accompanying drawings, in which-- Figure 1 is a sectional view of my invention. Fig. 2 is a section in plan of a part of the machine on line A B, Fig. 1. Fig. 3 is a plan view of the invention. Fig. 4 is a partsectional end view, and Fig. 5 a part plan view showing how this my invention may be applied to two or more cylinders.

Similar numbers refer to similar parts throughout the several views.

7 represents the oil-supply to the carbureter, which is of any ordinary type of construction, and therefore need not be further described, and from which the oil flows into the annular chamber 8, from which it passes afterward through the passage 9 into the mixing-chamber 10 when the valve 11 is opened. This valve 11 is seated upon the casing 12 and adjustably controlled by spring 13 after the ordinary manner. At the upper part of this valve-casing I provide a part-rotative valve 14, having opening 15, agreeing with a similar opening 16 in the casing. Such opening may be of any desired shape, but usually of a rectangular shape. The limit of movement is controlled by means of the fore end 17 of the pin 18 engaging in a horizontal slot 19, formed in the said valve. On reference to Fig. 2 the arrangement of valve will be understood, inasmuch as the section there shown is that of a similar valve. Therefore the same reference-numbers would apply.

As already intimated, 21 is a part-rotative valve similar to that shown at14, having the opening coinciding with the opening 16 in the casing 12. The limit of movement of the valve 21 is controlled by the fore end 17 of the pin, which is screwed into the casing 12.

A valve 22 is seated upon the casing 12 and held in position by a spring similar to that shown at 13 or other suitable means, but which is not shown for the sake of preventing confusion. The construction and arrangement of the heating-chamber 23 and the uptake 24 is of any ordinary form, and therefore needs no further description, inasmuch as of itself it forms no part of this my invention.

is a pipe leading from the mixing-chamber 10 to a valve 26, which may be of any suitable construction, the part-rotative kind as already described for valves 14 and 21 answering the purpose very well.

From this valve the mixed products pass into the cham ber 27, from whence they may be drawn, as required, through either of the ordinary induction-valves 28 or 29 into the cylinders 30 or 31.

32 and 33 are the ordinary exhaust-valves, situated at the rear end of the cylinders after the usual manner.

Although I have described the part-rotative valves 14 and 21, still I do not confine myself to this particular construction, as any suitable valve may be substituted therefor.

The action of this my invention may now be described as follows: \Vhen the engine or engines are used for a constant-speed running, the valve 14 is adjustably set, so as to allow that the openings 15 and 16 shall admit the proper quantity of air for mixture with the amount of oil passing through the passage 9. Should, however, an oil of a heavier specific gravity be introduced, the openings 15 and 16 are opened a little wider, so as to admit more air, and, on the other hand, should the change of oil be of a lighter specific gravity the said openings are closed somewhat by reason of the fact that the lighter gravities require less air than the heavier gravities. When running the engine under varying speeds, the valves 21 and 22 play an important part, as follows: In starting the engine the valves 21 and 22 would be opened. Valve 21 would be gradually closed until the required mixture was obtained and the engine started that is to say, at starting the quantity of air required to obtain a perfect mixture is uncertain and experimental; but with the valves 21 and 22 more or less air may be given until the proper mixture is obtained and a clean start made. It is also found that when the speed of the engine or engines is increased it is desirable to open the valve 21, and at the same time valve 22 automatically opens wider (according to speed) and admits the required increased quantity of air, and thereby obviates the necessity of an increased amount of opening of the valvell, by which, if thelatter took place, an undesirable increase of oil would also be admitted, so that the valve 21 thereby supplements and steadies the action of the valve 11, insuring perfect mixtures at varying speeds of the engine and also increases the volumes thereof in proportion to the increase of the piston speeds, with a consequent ratio increase of power and with economy of fuel. Again, when no charge is required, such as when going down a hill, the valve 26 is closed, and thereby the carbureter completely shut off from the engine. This gives a clean stoppage to the various parts of the carbureter, as there is no tendency then for any dirt to form in the several parts, and prevents what is known as a dirty? exhaust. Also I find the use of the valve 21 to be an advantage frequently when starting the engine, inasmuch as a little extra supply of air promotes a more ready mixture and explosion, by which the start is facilitated. If, again, under general running it is found that the valve 14 is so set that not quite sufiicient air is admitted to insure a proper mixture with the oil, it will be found much easier to set the valve 21 so as to give a little more air than to adjust the valve 14.

Thus it will be seen that for constant-running engines I may, if desired, construct my carbureter with only the valves 11 and 14, and so dispense with valves 21 and 22; but usually I find it an advantage to employ both. Also it will be readily seen that in this my invention the charge and any supplemented supply of air are both heated and mixed before they leave the carbureter on their way to the cylinders. By this arrangement of mechanism one heavy-oil carbureter device may be employed to supply more than one cylinder, inasmuch as the suction from any cylinder takes its charge from the general supply through the pipe 25.

Where desirable, the several valves may be operated by the driver from the seat of the car by means of rods, levers, or other mechanical means.

\Vhat I claim as my invention, and desire to secure by Letters Patent, is-

In a carbureter, the combination of a mixing-chamber, means for heating said mixingchamber, a valve for controlling the supply of oil and air to the mixing-chamber, oil-supplying means, a casing against which said valve fits, having a perforation, to provide for the entrance of atmospheric air, a valve fitted for turning movement in said casing and having a perforation adapted to register in whole or in part with said other perforation, and a pin upon the casing, the second valve having an opening to receive the pin and the latter serving to restrict the turning motion of the second valve.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

JOSEPH GROVE.

Witnesses:

C. HAYWARD PowELL, T. VERNON FELLows. 

